Governor-throttle connection



Oct. 26, 1948. R. REGER GOVERNOR-THROTTLE CONNECTION Filed Aug. 10, 1945 W I INVENTOR FfirMa/m E5666 Patented Get. 2, 1348 GOVERNOR-THROTTLE CONNECTIQN Raymond Roger, Anderson, Ind, assignor to The Pierce Governor Com a corporation pany, line, Anderson, Ind,

Application August 10, 1945, Serial No. 610,157

2 Claims.

This invention relates to a connection between a centrifugal governor, speed operable, and a carburetor throttle valve in the fuel supply to the engine responsible for the speed.

The chief object of this invention is to permit in a directly connected mechanism accelerator return without requiring the overcoming of the governor load spring, so long as the speed is below governed speed.

The chief feature of the present invention residesin providing a multiple part governor throttle lever which, as long as the engine operates under governor control, operates as a rigid lever, but when the speed is below governed speed, the governor load spring force is not required to be overcome in moving the carburetor throttle to idle or any speed below the governed spring because a functional disconnection is effected below governed speed.

Other objects and features of the invention will be set forth more fully hereinafter.

The full nature of the invention will be understood from the accompanying drawings and the following description and claims:

In the drawings,

Fig. 1 is a top plan view of a portion of a centrifugal governor, the drive therefor being omitted, as well as the internal mechanism, a portion of an intake system with a throttle valve and shaft and the governor-shaft connections.

Fig. 2 is a side elevational view of a portion of such governor, the throttle shaft and the aforesaid connection therebetween.

In Fig. 1 there is illustrated a carburetor portion H! with intake I l therein having butterfly l2 controlling same and mounted on shaft l3 that projects oppositely from the body at both ends. At one end, not shown, is an arm connected to an accelerator rod in turn. connected to the accelerator pedal normally spring constrained to idle position. Since this is conventional construction and may take any one of a number of commercial forms, it is omitted herefrom so far as an illustration thereof is concerned.

The other end of shaft i3 has rigid therewith arm l4 provided with ball I5 ofiset from and parallel to shaft l3. Ball socket member I5 is adjustably connected at H to governor actuated control rod l8. At the opposite end thereof is an adjustably mounted ball socket It to take ball of the governor control structure. By this arrangement the angle of rod It will be adjusted automatically as required and the length of rod l8 can be manually adjusted.

In the drawings, '2! indicates a governor hous- 2. ing in which is mounted the centrifugally openable weight mechanism of any desired or conventional type which is speed operable by means not shown and which, when the speed is suflicient, rocks the control shaft 22 counter-clockwise. This shaft mounts actuating arm 23 which includes oiiset boss 2t which adjustably mounts eye 25 to which is attached one end of load spring 25.

The other end of the spring is attached to arm 2? pivoted at 28. Tail 29 adiustably supports bearing member hearing on abutment 3!. By this arrangement the force of spring 26 to be centrifugally overcom is adjusted for difierent governed speeds, as desired.

A U-shaped clip 32 embraces arm 23 and the free ends are apertured to take bolt 33. Around same and between the ends is a sleeve upon which is pivotally mounted at 34 the C-shaped lever arm 35. Lock nut and washer 3t and 131 secure the clip arms together.

Integral therewith and on one side is a depending portion 38 having lateral extension 39 serving as a spring anchor for one end of auxiliary spring t8 having its opposite end anchored at ti on arm 35.

The lower end of portion 38 is secured, as at 42, to the lower end of arm 23. The lower end of portion 38 includes a tongue 33. extending towards arm 35 and said tongue has an end 44 turned angularly and slightly arched. Said arched end is engaged by shoulder or face 45 blade portion 46 of arm 35. The lower end of arm 35 mounts ball as aforesaid at 41.

Normally spring t8 constrains arm 35 toward arm When the governor in control of the engine these two act as a single arm and. in the counter-clockwise movement of shaft 522 to close the throttle valve 2 to reduce the speed. When the engine is brought down to below governed speed the arm 23 is moved clockwise by spring 26 and rod 93 trails same due to spring 49 to close valve E2. The valve i2 is almost closed at low idle. This assumes the accelerator is not actuated. In this action of parts return to below governed speed the foot throttle return spring, not shown, actually assists spring 40. As long the engine operates below governed speed, foot throttle operation obviously only requires a foot pressure sufiicient to overcome the forces of the accelerator return spring aforesaid (not shown) and the auxiliary spring t!) because arm 35 is hinged at 33.

Briefly, therefore, this connection between the governor and throttle eliminates the necessity of overcoming the governor load spring 26 for normal acceleration purposes.

The operation may also be described as follows:

When driver steps on the accelerator, arm 35 moves back until it contacts governor throttle lever 23, see contact 44-45, which places the carburetor valve i2 wide open. Engine speed will then increase until it reaches governed speed, at which time the governor through arm 23 will close the carburetor throttle. The engine will remain under governor control for variation in load as long as the driver holds the accelerator down. When the driver lets up on the accelerator, the accelerator spring will overcome the force of the spring 40 and will close the carburetor throttle. As the carburetor valve 12 is closed the speed will naturally become low governed speed, causing the main governor spring 26 to hold the governor throttle lever 23 in wide open position.

While the invention has been illustrated and described in great detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character.

The several modifications described herein, as well as others which will readily suggest themselves to persons skilled in this art, all are considered to be within the broad scope of the invention, reference being had to the appended claims.

The invention claimed is:

1. A disconnect mechanism between an accelerator operable fuel control valve of an engine and a centrifugally operable governor having an actuating arm for valve control and a load spring, said mechanism comprising in combination an auxiliary arm pivoted on the governor arm, means of appreciably less force than the load spring normally tending to collapse the arms, the load spring application tending to extend the arms, and a rigid member connected to the valve and to the auxiliary arm.

2. A disconnect mechanism between an accelerator operable fuel control valve of an engine and a centrifugally operable governor having an actuating arm for valve control and a load spring, said mechanism comprising in combination an auxiliary arm pivoted on the governor arm, means of appreciably less force than the load spring normally tending to collapse the arms, the load spring application tending to extend the arms, and a rigid member connected to the valve and to the auxiliary arm, the auxiliary arm being substantially C-shaped and pivoted at one end offset irom and between the ends of the governor arm, and the other end being pivoted to the rigid member, such pivot, when the arms are collapsed, being aligned with the longitudinal axis of the governor arm.

RAYMOND REGER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number 

